39942 Federal Register / Vol. 86, No. 140 / Monday, July 26, 2021 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Parts 1, 61, 101, and 107 

[Docket No.: FAA–2020–1067; Amdt. No.: 1– 

74A] 

RIN 2120–AL43 

Removal of the Special Rule for Model 

Aircraft; Correction 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; correction. 

SUMMARY: The FAA is correcting a final 

rule published on December 11, 2020. In 

that final rule, which became effective 

on the date of publication, the FAA 

removed the regulations codifying the 

Special Rule for Model Aircraft as a 

result of a change in applicable law. The 

FAA inadvertently listed an incorrect 

amendment number for the final rule. 

This document corrects that error. 

DATES: This correction is effective July 

26, 2021. 

FOR FURTHER INFORMATION CONTACT: 

Thea Dickerman, Office of Rulemaking, 

Federal Aviation Administration, 800 

Independence Avenue SW, Washington, 

DC 20591; telephone: 202–267–2371; 

email: thea.c.dickerman@faa.gov. 

SUPPLEMENTARY INFORMATION: On 

December 11, 2020, the FAA published 

the Removal of the Special Rule for 

Model Aircraft final rule (85 FR 79823). 

After the rule was published, the FAA 

discovered it had listed Amdt. No. 1–73 

for the changes to title 14 Code of 

Federal Regulations part 1, instead of 

Amdt. No. 1–74. 

Electronic Access and Filing 

A copy of the final rule may be 

viewed online at http://

www.regulations.gov using the docket 

number listed above. A copy of this 

final rule will also be placed in the 

docket. Electronic retrieval help and 

guidelines are available on the website. 

It is available 24 hours each day, 365 

days each year. An electronic copy of 

this document may also be downloaded 

from the Office of the Federal Register’s 

website at http://www.ofr.gov and the 

Government Publishing Office’s website 

at http://www.gpo.gov. 

Good Cause for Adoption Without Prior 

Notice 

Under the Administrative Procedure 

Act (APA) (5 U.S.C. 553), the Agency 

generally offers interested parties the 

opportunity to comment on proposed 

regulations and publish rules not less 

than 30 days before their effective dates. 

However, the APA provides that an 

agency is not required to conduct 

notice-and-comment rulemaking or 

delay effective dates when the agency, 

for good cause, finds that the 

requirement is impracticable, 

unnecessary, or contrary to the public 

interest (5 U.S.C. 553(b)(B) and (d)(3)). 

There is good cause to waive both of 

these requirements here as they are 

unnecessary, as this action merely 

makes a technical correction to the 

amendment number of a published final 

rule. 

Correction 

In FR Doc. 2020–26726 (85 FR 79823) 

published on December 11, 2020, the 

following correction is made: 

1. On page 79823, in the second 

column, in the heading of the final rule, 

correct ‘‘Amdt. Nos. 1–73, 61–148, 101– 

10, 107–6’’ to read ‘‘Amdt. Nos. 1–74, 

61–148, 101–10, 107–6’’. 

Issued under authority provided by 49 

U.S.C. 106(f) and 44809, in Washington, DC. 

Timothy R. Adams, 

Acting Executive Director, Office of 

Rulemaking. 

[FR Doc. 2021–15839 Filed 7–23–21; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2019–0759; Product 

Identifier 2018–SW–075–AD; Amendment 

39–21661; AD 2021–15–14] 

RIN 2120–AA64 

Airworthiness Directives; Various 

Restricted Category Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for various 

restricted category helicopters, 

originally manufactured by Bell Textron 

Inc. (Bell). This AD was prompted by 

multiple events involving failure of the 

tail boom attach structure including the 

bolts. This AD requires revising the 

existing Rotorcraft Flight Manual (RFM) 

for your helicopter to incorporate preflight checks; removing paint and 

sealant, and cleaning; repetitive 

inspections of structural components 

that attach the tail boom to the fuselage; 

and depending on the outcome of the 

inspections, repairing or replacing 

components, or re-bonding the 

structure. The FAA is issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective August 30, 

2021. 

ADDRESSES: For service information 

identified in this final rule, contact: U.S. 

Army Materiel Command Logistics Data 

Analysis Center (USAMC LDAC), 

ATTN: Equipment Publication Control 

Officers (EPCOs), Building 3305, Redeye 

Road, Redstone Arsenal, AL 35898– 

7466; phone (256) 955–7716 or 1–866– 

211–3367; email 

usarmy.redstone.ldac.mbx.logetm@

mail.mil; or at https:// 

enterprise.armyerp.army.mil. 

You may also contact the following, 

as applicable: 

JJASPP Engineering Services, LLC, 

511 Harmon Terrace, Arlington, TX 

76010; phone: (817) 465–4495; website: 

www.jjaspp.com. 

Northwest Rotorcraft, LLC, 1000 85th 

Ave. SE, Olympia, WA 98501; phone: 

(360) 754–7200; website: 

www.nwhelicopters.com. 

Overseas Aircraft Support, Inc., P.O. 

Box 898, Lakeside, AZ 85929; phone 

(928) 368–6965; fax (928) 368–6962. 

Richards Heavylift Helo, Inc., 1181 

Osprey Nest Point, Orange Park, FL 

32073. 

Rotorcraft Development Corporation, 

P.O. Box 430, Corvallis, MT 59828; 

phone: (207) 329–2518; email: 

administration@

rotorcraftdevelopment.com. 

Southwest Florida Aviation 

International, Inc., 28000–A9 Airport 

Road, Bldg. 101, Punta Gorda, FL 

33982–9587. 

Tamarack Helicopters Inc, 2849 

McIntyre Rd, Stevensville, MT 59870; 

phone: (406) 777–0144; website: 

www.tamarackhelicopters.com. 

WSH, LLC, 3255 S. Bodenburg LP, 

Palmer, AK 99645. 

You may view the related service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

10101 Hillwood Pkwy., Room 6N–321, 

Fort Worth, TX 76177. For information 

on the availability of this material at the 

FAA, call (817) 222–5110. 

Examining the AD Docket 

You may examine the AD docket on 

the internet at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2019– 

0759; or in person at Docket Operations 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

The AD docket contains this AD, any 

comments received, and other 

information. The street address for 

Docket Operations is U.S. Department of 


jbell on DSKJLSW7X2PROD with RULES
Federal Register / Vol. 86, No. 140 / Monday, July 26, 2021 / Rules and Regulations 39943 

1The NTSB Aviation Accident Final Report for 

NTSB accident number WPR13FA411 is available 

on the NTSB’s website at https://data.ntsb.gov/ 

carol-repgen/api/Aviation/ReportMain/ 

GenerateNewestReport/88058/pdf, accessed July 1, 

2021. 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE, Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Richard R. Thomas, Aerospace 

Engineer, Denver ACO Branch, 

Compliance & Airworthiness Division, 

FAA, 26805 East 68th Ave., Room 214, 

Denver, CO 80249; phone: (303) 342– 

1080; fax: (303) 342–1088; email: 9- 

Denver-Aircraft-Cert@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion of the NPRM 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to Model EH–1H, EH–1X, HH–1H, 

HH–1N, UH–1D, UH–1M, UH–1N, and 

UH–1V helicopters operating under 

experimental airworthiness certificates; 

and restricted category type certificated 

Model HH–1K, TH–1F, TH–1L, UH–1A, 

UH–1B without Supplemental Type 

Certificate (STC) No. SR00026DE 

installed, UH–1E, UH–1F, UH–1H, UH– 

1L, and UH–1P helicopters. 

The NPRM listed the type certificate 

holders for these restricted category 

models as Arrow Falcon Exporters Inc.; 

AST, Inc.; Bell; California Department of 

Forestry; Global Helicopter Technology, 

Inc.; Hagglund Helicopters, LLC; 

International Helicopters, Inc.; JJASPP 

Engineering Services, LLC; JTBAM, Inc.; 

Northwest Rotorcraft, LLC; Red Tail 

Flying Services, LLC; Richards Heavylift 

Helo, Inc.; Robinson Air Crane, Inc.; 

Rotorcraft Development Corporation; 

San Joaquin Helicopters; Smith 

Helicopters; Southwest Florida Aviation 

International, Inc.; Tamarack 

Helicopters, Inc., and West Coast 

Fabrications. 

The NPRM published in the Federal 

Register on October 31, 2019 (84 FR 

58341). The NPRM was prompted by a 

series of events involving failure of the 

tail boom attach structure on several 

restricted category military surplus 

helicopters. 

In the NPRM, the FAA proposed to 

require revising the existing RFM for 

your helicopter to incorporate pre-flight 

checks; removing paint and sealant, and 

cleaning structural components that 

attach the tail boom to the fuselage; 

repetitive inspections of the cleaned 

structural components; repairing 

scratches, nicks, gouges, tears, and 

corrosion within allowable limits; 

replacing structural components with 

non-repairable damage, cracks, 

buckling, or distortion; removing loose, 

missing, or smoking rivets from service; 

re-bonding structures with dis-bonds; 

and removing loose bolts and selflocking nuts from service and replacing 

them with new bolts and new selflocking nuts. The FAA is issuing this 

AD to prevent separation of the tail 

boom from the helicopter, and 

subsequent loss of control of the 

helicopter. 

Background of the NPRM 

In September 2013, a tail boom 

separated from a UH–1B helicopter 

engaged in logging operations, resulting 

in a fatal accident. The FAA notes that 

the National Transportation Safety 

Board (NTSB) Final Report for that 

accident identified the probable cause 

as fatigue failure of the upper two tail 

boom attach points, which resulted in 

the tail boom separating from the 

fuselage during logging operations.1 The 

NTSB noted that poor maintenance 

throughout the helicopter’s operational 

life contributed to the accident. In 

addition to this accident, the FAA is 

aware of two forced landings due to tail 

boom attach structure failures: One in 

May 2014 on a UH–1H helicopter 

engaged in construction operations, and 

one in August 2018 on a UH–1F 

helicopter engaged in firefighting 

operations. Each of the three events 

involved a failure of the upper left-hand 

(LH) tail boom attach fitting. The upper 

LH tail boom attach point is the most 

heavily loaded of the four tail boom 

attach points. 

Additional Background Information 

The FAA issued Special 

Airworthiness Information Bulletin 

(SAIB) SW–18–29 (SAIB SW–18–29) on 

October 1, 2018 to alert owners and 

operators of restricted category Bell 

Model HH–1K, UH–1A, UH–1B, UH–1E, 

UH–1F, UH–1H, UH–1L, UH–1P, TH– 

1F, and TH–1L helicopters to failure of 

the tail boom attach structure. SAIB 

SW–18–29 recommends adhering to the 

helicopter’s Instructions for Continued 

Airworthiness, which includes a 

repetitive 100 hour time-in-service (TIS) 

inspection of the tail boom attach 

structure on both sides of the four attach 

points and recommends keeping the 

fittings on both sides of all four attach 

points, the cap angles running forward 

from the fuselage side fitting, and the 

longerons running aft from the tail boom 

side fitting, clean and free of paint and 

any non-faying sealant; and inspecting 

for cracks in the attach structure with a 

borescope. 

The FAA revised SAIB SW–18–29 to 

SAIB SW–18–29R1, dated February 19, 

2019 (SAIB SW–18–29R1), to alert all 

owners and operators to clarified paint 

and sealant removal procedures and 

simplify the wording of 

recommendations to provide clarity. 

Actions Since the NPRM Was Issued 

Since the FAA issued the NPRM, the 

FAA determined it is necessary to add 

notes in the applicability to clarify that 

Southwest Florida Aviation 

International, Inc. Model SW204 and 

SW204HP helicopters are Model UH–1B 

helicopters, and Model SW205 

helicopters are Model UH–1H 

helicopters. These notes have been 

added to clarify the Model SW204, 

SW204HP, and SW205 designations 

used by Southwest Florida Aviation 

International, Inc. 

The FAA also made edits to clarify 

that an owner/operator (pilot) may 

perform the required checks and must 

enter compliance with the applicable 

paragraph of the AD into the helicopter 

maintenance records in accordance with 

14 CFR 43.9(a)(1) through (4) and 

91.417(a)(2)(v). A pilot may perform 

these checks because they involve only 

visual checks and can be performed 

equally well by a pilot or a mechanic. 

These checks are an exception to the 

FAA’s standard maintenance 

regulations. 

Also, the FAA has learned of military 

design improvements of the UH–1H 

over previous variants, and further 

analysis of these design improvements 

prompted extending the inspection 

intervals for the UH–1H and SW205 

helicopters when compared to Model 

HH–1K, TH–1F, TH–1L, UH–1A, UH– 

1B without STC No. SR00026DE 

installed, UH–1E, UH–1F, UH–1L, and 

UH–1P helicopters. 

Additionally, since the NPRM was 

issued, the type certificate held by San 

Joaquin Helicopters is now held by 

WSH, LLC, and the type certificate held 

by JTBAM INC., is now held by 

Overseas Aircraft Support, Inc. This 

final rule reflects these changes and 

updates the contact information to that 

of the new type certificate holders. 

Since the NPRM was published, the 

FAA has also removed all helicopter 

models operating under experimental 

airworthiness certificates from this final 

rule. The FAA has chosen to minimize 

regulations on experimental aircraft that 

do not have an FAA type certificate 

because of the level of the safety risk on 

the individual helicopter. 

Further, since the NPRM was 

published, the FAA has removed the 

wording, ‘‘39-inch extended landing 

gear installed per STC SR01742NY’’ 


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39944 Federal Register / Vol. 86, No. 140 / Monday, July 26, 2021 / Rules and Regulations 

from Figure (1) of this AD and from the 

required actions paragraph, because 

other STCs may also extend the gear. 

The FAA also revised the required 

actions paragraph to state ‘‘retorque’’ 

instead of ‘‘retighten’’ regarding any 

replaced bolt, and revised the phrase 

‘‘existing maintenance manual’’ to 

instead read ‘‘existing maintenance 

instructions.’’ The FAA updated 

‘‘attach’’ and ‘‘attachment’’ wording 

throughout the final rule as applicable. 

The ADDRESSES paragraph has been 

revised to add contact information for 

Army Publishing Directorate and to 

remove contact information for AST, 

Inc., and Robinson Air Crane Inc. 

Finally, as mentioned in the NPRM, 

the FAA still plans to conduct 

additional rulemaking to address Model 

UH–1B helicopters with STC No. 

SR00026DE installed. 

Discussion of Final Airworthiness 

Directive Comments 

After the NPRM was published, the 

FAA received comments from four 

commenters. The following presents the 

comments received on the NPRM and 

the FAA’s response to the comments. 

Support for the NPRM 

Aircraft Structural Repair, Inc., 

supported the NPRM. 

Comments Requesting More 

Information 

An individual commenter requested 

the FAA provide a list of active short 

fuselage models and expressed concern 

about availability of replacement parts. 

The FAA estimates the U.S fleet of 

short fuselage models at 75 helicopters 

based on data provided by Bell and a 

review of FAA aircraft registration 

records. Specific short fuselage models 

included in this estimate are HH–1K, 

SW204, SW204HP, TH–1F, TH–1L, UH– 

1A, UH–1B without STC No. 

SR00026DE installed, UH–1E, UH–1F, 

UH–1L, and UH–1P helicopters. It is 

possible spare parts may not be readily 

available to replace parts that fail the 

inspection requirements of this AD; 

however, the FAA cannot base its AD 

action on whether spare parts are 

readily available or available at all. 

While every effort is made to avoid 

grounding aircraft, the FAA must 

address the unsafe condition. 

An individual commenter requested 

the FAA provide information on 

whether a similar AD is being 

considered for Bell Model 204B 

helicopters. 

The FAA is reviewing data to 

determine if this unsafe condition exists 

on additional helicopter models and 

may consider additional rulemaking if 

necessary. 

One commenter asked if the forced 

landings cited in SAIB SW–18–29R1 

involved UH–1H helicopters and if 

these helicopters had the following 

STCs installed: SR01196LA, 

SR00929SE, SR01470SE, or SR02051LA. 

The commenter stated these STCs add 

extra horsepower and tail rotor 

authority. The commenter requested 

information on whether a combination 

of these STCs allow the tail rotor control 

authority to exceed the structural 

limitations of the tail boom attach 

fittings in response to sharp tail rotor 

control inputs. 

One of the helicopters forced to land 

as described in SAIB SW–18–29R1 was 

a UH–1H helicopter. Another helicopter 

was a UH–1F, which is a variant of the 

UH–1B. The UH–1H had all four of the 

mentioned STCs installed at the time of 

the forced landing. The data reviewed 

by the FAA indicates the cause of the 

failure mode is fatigue. These STCs 

alone or in combination may increase 

tail boom loads but those load increases 

would only marginally increase the rate 

at which the tail boom attach structure 

fatigues. The inspection intervals 

mandated in this AD take into account 

this marginal increase in the rate of 

fatigue. The FAA is not aware of any 

data that the occasional increased loads 

associated with these STCs would lead 

directly to an exceedance of structural 

margins in the absence of fatigue. 

Request for the FAA To Change the 

Applicability of the AD 

An individual commenter requested 

the FAA remove Model HH–1N and 

UH–1N helicopters from the 

applicability paragraph of this AD 

stating these models have ‘‘a completely 

different tail boom longeron and attach 

fitting.’’ 

The FAA agrees these models have a 

different tail boom attach structure than 

the other models listed in the 

applicability. These models have been 

removed from this AD. 

Northwest Helicopters requested the 

FAA change the applicability to remove 

all Model UH–1 series helicopters 

operating under experimental exhibition 

(EE) airworthiness certificates and 

requested the FAA limit the 

applicability to those models operating 

under restricted category ‘‘repetitive 

heavy lift operations’’ or those having 

more than 20 cycles per hour. 

Northwest Helicopters states it is 

unaware of any tail boom attach point 

failure on any EE Model UH–1H 

helicopters. 

The FAA agrees with the request to 

remove helicopters with an 

experimental category airworthiness 

certificate from the applicability. All 

helicopters with an experimental 

category airworthiness certificate have 

been removed from the applicability of 

this AD. The FAA has chosen to 

minimize regulations on experimental 

aircraft that do not have an FAA type 

certificate. Nonetheless, the FAA 

recommends that operators of Model 

UH–1 series helicopters that are listed 

in the applicability and do not have a 

type certificate comply with this AD. 

The FAA disagrees with limiting the 

applicability to those models operating 

under restricted category ‘‘repetitive 

heavy lift operations’’ or those having 

more than 20 cycles per hour. The FAA 

is not aware of any data indicating that 

tail boom attachment failures only occur 

on helicopters engaging in repetitive 

heavy lift operations or those having 

more than 20 cycles per hour. 

Request for the FAA To Change the 

Related Service Information Section of 

the AD 

One commenter requested the FAA 

add Bell Information Letter, GEN–18– 

138, Revision A, dated August 9, 2018 

(GEN–18–138), to this AD when 

discussing replacement of tail boom 

attaching bolts. The commenter 

explained GEN–18–138 notifies owners 

and operators that Bell recently 

superseded self-locking nuts part 

number (P/N) MS21042. 

The FAA partially agrees. The FAA 

agrees that Bell superseded the original 

series of self-locking nuts on Model 

HH–1K, SW204, SW204HP, TH–1F, 

TH–1L, UH–1A, UH–1B without STC 

No. SR00026DE installed, UH–1E, UH– 

1F, UH–1L, and UH–1P helicopters 

according to information provided by 

Bell to the FAA. Self-locking nut P/N 

NAS9926–7L supersedes the original 

self-locking nut P/N NAS679A7 for the 

upper LH attach point and self-locking 

nut P/N NAS679A7 supersedes the 

original self-locking nut P/N NAS679A6 

for the other three attach points. The 

required actions section of this AD has 

been revised to require the installation 

of self-locking nut P/N NAS9926–7L or 

P/N NAS9926–6L whenever an attach 

bolt is replaced. The FAA disagrees that 

GEN–18–138 addresses the self-locking 

nuts on helicopter models affected by 

this AD. The original self-locking nuts 

mentioned in GEN–18–138 do not 

include the original self-locking nuts on 

the helicopter models affected by this 

AD. 


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Federal Register / Vol. 86, No. 140 / Monday, July 26, 2021 / Rules and Regulations 39945 

Request for the FAA To Change the 

Requirement To Use a Borescope for 

Inspection 

One commenter requested that the 

FAA limit the requirement to use a 

borescope for inspection to certain 

helicopters models with baggage 

compartments. 

The FAA disagrees. The FAA 

inspected a Model UH–1H helicopter 

without a baggage compartment and 

determined that while all of the fuselage 

side attach structure is visible and 

within arm’s reach, the tail boom side 

attach structure is not. Furthermore, due 

to the equipment in the fuselage side oil 

cooler bay and the confined space in the 

tail boom, accessing the tail boom side 

structure is difficult. Also, the upper 

right hand tail boom side attach 

structure is located behind a tail rotor 

pitch control rod. These factors make it 

difficult to perform a thorough 

inspection with only a mirror and 

magnification. 

Request for the FAA to Change the 

Compliance Time 

Northwest Helicopters requested the 

FAA adjust the inspection intervals to 

correlate with existing AD inspection 

intervals to simplify the maintenance 

program for restricted category 

helicopters other than ‘‘repetitive heavy 

lift’’ Model UH–1 series helicopters. 

Northwest Helicopters stated a current 

AD requires inspection of the main rotor 

blades for cracks before further flight 

and every 14 days or 25 hours TIS, 

whichever occurs first. Northwest 

Helicopters stated that adopting the 

same intervals would allow both ADs to 

be completed at the same time to 

provide convenience. 

The FAA disagrees with the request to 

change the compliance time for 

inspections required by this final rule to 

be consistent with the compliance times 

for inspections required by AD 2018– 

02–07, Amendment 39–19160 (83 FR 

2361, January 17, 2018) (AD 2018–02– 

07). AD 2018–02–07 requires an initial 

inspection within 25 hours TIS or 2 

weeks, whichever occurs first. 

Thereafter, AD 2018–02–07 requires 

repetitive inspections within 25 hours 

TIS or 2 weeks, whichever occurs first. 

This final rule requires an initial 

inspection within 25 hours TIS, without 

a calendar time requirement. Thereafter, 

this final rule requires repetitive 

inspections for certain helicopters 

within 25 hours TIS. Owners or 

operators may choose to perform the 

inspections required by this AD at 2 

week intervals provided the inspections 

occur within the 25 hours TIS required 

by this AD. 

Request for the FAA To Approve an 

Alternative Method of Compliance 

(AMOC) to the NPRM 

One individual stated an intent to 

submit several UH–1H modifications as 

an AMOC explaining the modifications 

are less likely to fail than the original 

structure. 

The FAA agrees that the public may 

submit AMOC requests to the FAA in 

accordance with 14 CFR 39.19. 

One individual requested that the 

FAA consider the installation of a 

modified upper LH fitting tail boom 

attach fitting on various model 

helicopters per U.S. Army 

‘‘Modification Work Order (MWO 55– 

1520–211–40/1)’’ as an AMOC, stating 

the modified attach fitting is less likely 

to fail than the original fitting and no 

reported failures were noted for tail 

booms modified per MWO 55–1520211– 

40/1. A second individual questioned 

whether MWO 55–1520–211–40/1 

would be considered as an AMOC. 

The FAA disagrees that an upper LH 

fitting modified in accordance with 

MWO 55–1520–211–40/1 addresses this 

unsafe condition. The FAA reviewed 

Letter Report, Product Improvement 

Test of UH–1B Tail Boom Fitting, 

RDT&E Project No. None, USATECOM 

Project No. 4–5–0101–04, dated June 29, 

1966, which contains an evaluation of 

MWO 55–1520–211–40/1. The FAA 

determined that the average total cycles 

accumulated on UH–1B helicopters 

affected by this AD substantially 

exceeds the Army evaluation test cycles. 

Therefore, the FAA concluded MWO 

55–1520–211–40/1 does not adequately 

address the unsafe condition. 

Request for the FAA To Withdraw the 

NPRM 

An individual commenter requested 

the FAA withdraw the NPRM. The 

commenter explained that issuing this 

AD would add an unnecessary burden 

to operators with a negligible increase in 

safety and the AD is unnecessary based 

on the series of accidents and incidents 

discussed in the NPRM. The commenter 

stated helicopters that are operated 

within their operating limits and 

properly maintained are unlikely to 

experience an inflight failure before 

cracks are detected because of existing 

inspection guidance. The commenter 

also stated that in the two accidents 

cited by the FAA, the helicopter was 

operated in an area not conducive to 

proper maintenance and was engaged in 

logging operations, which the 

commenter asserts are known for 

exceeding the helicopter’s torque and 

weight limitations. 

The FAA disagrees with the request to 

withdraw the NPRM. The FAA has 

concluded the existing maintenance 

instructions lack sufficient detail to 

minimize the risk of an in-flight failure 

of the tail boom attach structure. 

Further, the FAA finds the need to 

mandate inspections through issuance 

of an AD to correct the unsafe condition 

identified in this final rule. 

Conclusion 

The FAA reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this 

final rule with the changes described 

previously. These changes are 

consistent with the intent of the 

proposals in the NPRM. The FAA also 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of this AD. 

Related Service Information 

The FAA reviewed portions of the 

following related service information: 

• Headquarters, Department of the 

Army, Aviation Unit and Intermediate 

Maintenance Instructions Model UH– 

1H/V/EH–1H/X Helicopters, Technical 

Manual TM 55–1520–210–23–1, Change 

42, dated April 14, 2003. This service 

information contains tail boom hoisting/ 

handling instructions; hard landing, tail 

rotor blade strike, and sudden stoppage 

due to compressor stall tail boom 

inspection requirements; tail boom 

removal and installation instructions 

including attach bolt installation and 

tightening instructions, tail boom attach 

fitting inspection instructions, tail boom 

and fuselage attach fitting bolt hole wear 

limits, allowable tail boom attach fitting 

damage and corrosion repair 

instructions; loose attach fitting fastener 

inspection and replacement 

instructions; tail boom attach fitting 

replacement instructions; classification 

of damage as negligible, repairable or 

requiring replacement for tail boom 

structure including rivets, fasteners, tail 

boom attach fittings, stringers, and 

longerons; tail boom structural material 

specifications; allowable area for 

damage repair of tail boom attach 

fittings; longeron damage limits and 

repair criteria; and stringer repair 

instructions. 

• Headquarters, Department of the 

Army, Aviation Unit Maintenance and 

Aviation Intermediate Maintenance 

Manual for General Aircraft 

Maintenance (Sheet Metal Shop 

Practices) Volume 10, Technical Manual 

TM 1–1500–204–23–10, Change 3, dated 

August 20, 2004. This service 

information contains general 

information pertaining to the repair of 

aircraft structures, structural metals, 


jbell on DSKJLSW7X2PROD with RULES
39946 Federal Register / Vol. 86, No. 140 / Monday, July 26, 2021 / Rules and Regulations 

forming of replacement structure, rivets 

and riveting techniques, airframe sheet 

metal repair, and sandwich construction 

repair. 

• Headquarters, Department of the 

Army, Rotorcraft Development 

Corporation, UH–1B Aircraft Preventive 

Maintenance Services, Technical 

Manual TM 55–1520–219–PMS, Change 

7, dated August 9, 1976. This service 

information contains requirements to 

inspect the tail boom attach bolts for 

security and the fittings for cracks daily 

and every 25, 50, 75, and 100 flight 

hours; and to inspect the tail boom 

interior structure and longerons for 

damage, cracks, and corrosion every 100 

flight hours. 

• Headquarters, Department of the 

Army, UH–1B DS and GS Maintenance 

Manual, Technical Manual TM 55– 

1520–219–34, Change 9, dated June 5, 

1972. This service information contains 

instructions to remove and install the 

tail boom; attach bolt exposed thread 

limits; attach bolt tightening 

instructions with instructions for 

manufacturing a special torque wrench 

extension; allowable tail boom attach 

fitting hole diameters; damage 

classifications for tail boom skin, 

stringers and longerons as negligible, 

reparable by patching, reparable by 

insertion, or damage necessitating 

replacement; and instructions for field 

manufacture of P/N 204–030–800–443, 

Tail Boom Assembly Cover. 

• Headquarters, Department of the 

Army, UH–1H/V and EH–1H/X Aircraft 

Phased Maintenance Checklist, 

Technical Manual TM 55–1520–210– 

PM, Change 22, dated May 8, 2002. This 

service information contains phased 

inspection requirements for the tail 

boom interior and fuselage heater 

compartment to check for damage, 

cracks, and corrosion. 

• Headquarters, Department of the 

Army, UH–1H/V and EH–1H/X Aircraft 

Preventative Maintenance Daily 

Inspection Checklist, Technical Manual 

TM 55–1520–210–PMD, Change 11, 

dated April 11, 2003. This service 

information contains preventative daily 

maintenance instructions to be 

accomplished prior to the first flight of 

the day to inspect for loose or missing 

rivets, the tail boom attachment bolts for 

security, and tail boom attachment 

fittings and longerons up to 12 inches 

from the fittings for cracks. 

• U.S. Army Aviation and Missile 

Command Depot Maintenance Work 

Requirement DMWR 55–1560–222, All 

H–1Series Tailboom Structural 

Assemblies, Change 6, dated June 18, 

2002. This service information contains 

descriptions of the tail boom structure 

and guidance explaining tail boom 

attach fitting structural loads; tail boom 

differences between helicopter models; 

required depot level modifications; tail 

boom structure isometric figures 

identifying the structural components; 

instructions to inspect the tail boom 

longerons for dents, cracks, holes, tears, 

corrosion, and distortion; longeron 

repair limits and repair instructions; 

instructions to inspect attach fittings for 

cracks and hole elongation; attach fitting 

repair limits and repair instructions; tail 

boom attach fitting deburr before 

bonding to longeron instructions; and a 

requirement to dye penetrant inspect 

the tail boom attach fittings. 

For additional information about 

related service information, please see 

the published NPRM. 

Differences Between This AD and the 

Service Information 

This AD requires the pre-flight tail 

boom attachment check be performed 

with a flashlight and the initial and 

recurring inspections be performed with 

a bright light and borescope. The service 

information does not specify any items 

to assist with the required checks or 

inspections. This AD requires pushing 

on the tail boom while performing 

certain inspections. The service 

information does not. On the fuselage 

side, this AD requires paying particular 

attention to the fitting sections near the 

rivets closest to the attach bolt, and the 

cap angle rivets next to the fittings. On 

the tail boom side, this AD requires 

paying particular attention to the fitting 

sections near the rivets closest to the 

attach bolt. The service information 

does not single out these fitting sections. 

This AD requires removing any cracked 

components from service, while the 

service information allows stop drilling 

of certain cracks. This AD requires 

removing any loose attach bolts and 

their self-locking nuts from service and 

replacing them with new bolts and new 

self-locking nuts. The service 

information does not require 

replacement of any loose attach bolts. 

Costs of Compliance 

The FAA estimates that this AD 

affects 359 helicopters of U.S. registry. 

The FAA estimates that operators may 

incur the following costs in order to 

comply with this AD. Labor costs are 

estimated at $85 per work-hour. 

Revising the existing RFM for your 

helicopter takes about 0.5 work-hour, 

for an estimated cost of $43 per 

helicopter and $15,437 for the U.S. fleet. 

The pre-flight check before each flight 

takes about 0.25 work-hour, for an 

estimated cost of $21 per helicopter per 

check and $7,539 for the U.S. fleet per 

check. The pre-flight check before first 

flight of the day takes about 0.5 workhour, for an estimated cost of $43 per 

helicopter per check and $15,437 for the 

U.S. fleet per check. 

Removing excess paint and sealant, 

and cleaning all eight tail boom attach 

fittings takes about 5 work-hours and 

has a nominal materials cost, for an 

estimated cost of $425 per helicopter 

per instance and $152,575 for the U.S. 

fleet per instance. 

Inspecting all four tail boom attach 

points for scratches, nicks, gouges, tears, 

corrosion, cracks, bond separation, 

loose, missing, and smoking rivets, 

buckling, distortion, attach bolt exposed 

threads, and attach bolt movement takes 

about 4 work-hours, for an estimated 

cost of $340 per helicopter per 

inspection and $122,060 for the U.S. 

fleet per inspection. 

Inspecting only the upper LH tail 

boom attach point for scratches, nicks, 

gouges, tears, corrosion, cracks, bond 

separation, loose, missing, and smoking 

rivets, buckling, distortion, attach bolt 

exposed threads, and attach bolt 

movement takes about 0.5 work-hour, 

for an estimated cost of $43 per 

helicopter per inspection. 

The FAA cannot estimate the costs to 

do any allowable repair based on the 

results of the inspections and the FAA 

has no way of determining the number 

of helicopters that might need repair. 

The FAA estimates the following 

costs to do any necessary replacements 

based on the results of the inspections. 

The FAA has no way of determining the 

number of helicopters that might need 

these replacements. 

• Replacing a tail boom attach fitting 

takes about 33 work-hours and parts 

cost about $1,500 for an estimated cost 

of $4,305. 

• Replacing a tail boom attach fitting, 

longeron, and doubler (longeron bond 

assembly) takes about 42 work-hours 

and parts cost about $7,000 (rebuilt) or 

$21,270 (new) for an estimated cost of 

$10,570 (rebuilt) or $24,840 (new parts). 

• Replacing a fuselage attach fitting 

takes about 45 work-hours and parts 

cost about $1,838 for an estimated cost 

of $5,663. 

• Replacing a fuselage cap angle takes 

about 42 work-hours and parts cost 

about $1,827 for an estimated cost of 

$5,397. 

• Replacing an attach bolt and selflocking nut takes about 1 work-hour and 

parts cost about $313 for an estimated 

cost of $398. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 


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Federal Register / Vol. 86, No. 140 / Monday, July 26, 2021 / Rules and Regulations 39947 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

The FAA is issuing this rulemaking 

under the authority described in 

Subtitle VII, Part A, Subpart III, Section 

44701: General requirements. Under 

that section, Congress charges the FAA 

with promoting safe flight of civil 

aircraft in air commerce by prescribing 

regulations for practices, methods, and 

procedures the Administrator finds 

necessary for safety in air commerce. 

This regulation is within the scope of 

that authority because it addresses an 

unsafe condition that is likely to exist or 

develop on products identified in this 

rulemaking action. 

Regulatory Findings 

The FAA determined that this AD 

will not have federalism implications 

under Executive Order 13132. This AD 

will not have a substantial direct effect 

on the States, on the relationship 

between the national government and 

the States, or on the distribution of 

power and responsibilities among the 

various levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Will not affect intrastate aviation 

in Alaska, and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

2021–15–14 Various Restricted Category 

Helicopters: Amendment 39–21661; 

Docket No. FAA–2019–0759; Product 

Identifier 2018–SW–075–AD. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective August 30, 2021. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to various restricted 

category helicopters originally manufactured 

by Bell Textron Inc., (Bell) certificated in any 

category, including but not limited to: 

(1) Rotorcraft Development Corporation 

Model HH–1K helicopters; 

(2) Robinson Air Crane Inc.; Rotorcraft 

Development Corporation; and Tamarack 

Helicopters, Inc., Model TH–1F helicopters; 

(3) Bell; Overseas Aircraft Support, Inc. 

(type certificate previously held by JTBAM, 

Inc.); and Rotorcraft Development 

Corporation Model TH–1L helicopters; 

(4) Richards Heavylift Helo, Inc., Model 

UH–1A helicopters; 

(5) International Helicopters, Inc.; Overseas 

Aircraft Support, Inc.; Red Tail Flying 

Services, LLC; Richards Heavylift Helo, Inc.; 

Rotorcraft Development Corporation; 

Southwest Florida Aviation International, 

Inc.; and WSH, LLC (type certificate 

previously held by San Joaquin Helicopters), 

Model UH–1B helicopters without 

Supplemental Type Certificate (STC) No. 

SR00026DE installed; 

Note 1 to paragraph (c)(5): Helicopters 

with an SW204 or SW204HP designation are 

Southwest Florida Aviation International, 

Inc., Model UH–1B helicopters. 

(6) Bell; Overseas Aircraft Support, Inc.; 

Rotorcraft Development Corporation; Smith 

Helicopters; and West Coast Fabrications 

Model UH–1E helicopters; 

(7) AST, Inc.; California Department of 

Forestry; Robinson Air Crane, Inc.; Rotorcraft 

Development Corporation; and Tamarack 

Helicopters, Inc., Model UH–1F helicopters; 

(8) Arrow Falcon Exporters Inc.; Global 

Helicopter Technology, Inc.; Hagglund 

Helicopters, LLC; JJASPP Engineering 

Services, LLC; Northwest Rotorcraft, LLC; 

Overseas Aircraft Support, Inc.; Richards 

Heavylift Helo, Inc.; Rotorcraft Development 

Corporation; Southwest Florida Aviation 

International, Inc.; and Tamarack 

Helicopters, Inc., Model UH–1H helicopters; 

Note 2 to paragraph (c)(8): Helicopters 

with an SW205 designation are Southwest 

Florida Aviation International, Inc., Model 

UH–1H helicopters. 

(9) Bell; Overseas Aircraft Support, Inc.; 

and Rotorcraft Development Corporation 

Model UH–1L helicopters; and 

(10) Robinson Air Crane, Inc.; and 

Rotorcraft Development Corporation Model 

UH–1P helicopters. 

(d) Subject 

Joint Aircraft System Component (JASC): 

5302, Rotorcraft Tail Boom. 

(e) Unsafe Condition 

This AD was prompted by multiple events 

involving failure of the tail boom attach 

structure, including the bolts. The FAA is 

issuing this AD to address fatigue cracking of 

tail boom attach fittings, cap angles, 

longerons, and bolts. The unsafe condition, if 

not addressed, could result in separation of 

the tail boom from the helicopter and 

subsequent loss of control of the helicopter. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) Before further flight, revise the 

limitations section of the existing Rotorcraft 

Flight Manual (RFM) for your helicopter by 

adding the information in Figure 1 to 

paragraph (g)(1) of this AD or by inserting a 

copy of this AD. The action required by this 

paragraph and the checks required by Figure 

1 to paragraph (g)(1) of this AD may be done 

by the owner/operator (pilot) holding at least 

a private pilot certificate and must be entered 

into the aircraft records showing compliance 

with this AD by following 14 CFR 43.9 (a)(1) 

through (4) and 14 CFR 91.417(a)(2)(v). The 

record must be maintained as required by 14 

CFR 91.417, 121.380, or 135.439. 

BILLING CODE 4910–13–P 


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BILLING CODE 4910–13–C 

(2) Within 25 hours time-in-service (TIS): 

(i) Open the oil cooler/baggage 

compartment door on the right hand side of 

the helicopter to gain access to the interior 

of the tail boom. 

(ii) Remove paint and stray sealant and 

clean the eight attach fittings (four on the tail 

boom side and four on the fuselage side). 

Remove paint and stray sealant and clean the 

four cap angles, forward of the fuselage 

fittings, for at least 12 inches from the end 

of the fittings. Remove paint and stray sealant 

and clean the four longerons, aft of the tail 


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PRE-FLIGHT TAIL BOOM ATTACHMENT CHECK 

(1) Before each flight, use two hands to push on the tail boom at the third vertical 

rivet line aft of the trailing edge of the elevator to check for looseness of the tail boom. 

Gradually apply and relieve pressure using body weight a minimum of three times in each 

of the following directions: inboard pushing from the left; inboard pushing from the right; 

and upward pushing from the bottom. If there is any looseness, further flight is prohibited 

until looseness is repaired and the helicopter is approved for return to service. 

Note 1 to paragraph (1) of this check: This check is not required if the tail boom 

cannot be reached from ground level. 

(2) Before the first flight of each day: with the oil cooler/baggage compartment 

door on the right hand side of the helicopter open to gain access to the interior of the tail 

boom, and with an additional person applying and relieving pressure as detailed in 

paragraph (1) and using a flashlight, first, check for upper left hand attach bolt movement 

by observing the torque stripe if present and attempting to rotate the bolt by hand, and 

second, check the upper left hand tail boom attach structure for any loose and missing 

rivets, and any cracks in the following areas: on the fuselage side, check the fitting and 

the cap angle running forward from the fitting for any cracks, paying particular attention 

to the fitting section near the rivets closest to the attach bolt and the cap angle rivets next 

to the fitting; and on the tail boom side, check the fitting and the longeron running aft 

from the fitting for any cracks, paying particular attention to the fitting section near the 

rivets closest to the attach bolt. If the attach bolt torque stripe is no longer aligned or the 

bolt rotates by hand, further flight is prohibited until the attach bolt and self-locking nut 

are removed from service, replaced with a new bolt and new self-locking nut, and the 

helicopter is approved for return to service. If there are any loose or missing rivets, or 

cracks, further flight is prohibited until loose and missing rivets, and cracked components 

are removed from service and the helicopter is approved for return to service. 

Note 2 to paragraph (2) of this check: It is not required to push on the tail boom if 

it cannot be reached from ground level while checking for attach bolt movement, loose 

and missing rivets, and cracks. 

Figure 1 to Paragraph (g)(l) 
Federal Register / Vol. 86, No. 140 / Monday, July 26, 2021 / Rules and Regulations 39949 

boom fittings, for at least 12 inches from the 

end of the fittings. It is only necessary to 

remove the topcoat. Primer may be left in 

place and edge and fillet sealant may be left 

in place. If any primer or edge or fillet sealant 

is removed, before further flight, reapply the 

removed primer and sealant. 

Note 3 to paragraph (g)(2)(ii): On some 

models, the baggage compartment floor and 

net must be removed to gain access to the 

lower fuselage attach fittings and cap angles. 

(iii) With an additional person pushing on

the tail boom at the third vertical rivet line 

aft of the trailing edge of the elevator with 

both hands and gradually applying and 

relieving pressure using body weight a 

minimum of three times in each of the 

following directions: Inboard pushing from 

the left; inboard pushing from the right; and 

upward pushing from the bottom; and using 

a bright light and borescope, inspect each of 

the four tail boom attach structures for 

cracks, bond separation, and loose rivets. On 

the fuselage side, inspect the fittings and the 

cap angles running forward from the fittings, 

paying particular attention to the fitting 

sections near the rivets closest to the attach 

bolts and the cap angle rivets next to the 

fittings. On the tail boom side, inspect the 

fittings and the longerons running aft from 

the fittings, paying particular attention to the 

fitting sections near the rivets closest to the 

attach bolts. Without pushing on the tail 

boom, and using a bright light and borescope, 

inspect each of the four tail boom attach 

structures for scratches, nicks, gouges, tears, 

corrosion, buckling, and distortion, and for 

loose, missing, and smoking rivets. If there 

are any scratches, nicks, gouges, tears, or 

corrosion within allowable limits, before 

further flight, repair the affected components. 

If there are any scratches, nicks, gouges, 

tears, or corrosion that exceed allowable 

limits, or any cracks, buckling or distortion, 

or loose, missing, or smoking rivets, before 

further flight, remove the affected 

components from service. If there is any bond 

separation, before further flight, re-bond the 

affected components. 

Note 4 to paragraph (g)(2)(iii): It is not 

required to push on the tail boom if it cannot 

be reached from ground level while 

inspecting for cracks, bond separation, and 

loose rivets. 

(iv) Inspect each of the four tail boom

attach bolts for exposed threads. If there is 

less than one full thread or more than three 

threads exposed, before further flight, remove 

the bolt and self-locking nut from service and 

replace with a new bolt and new self-locking 

nut. Self-locking nuts on Model HH–1K, 

SW204, SW204HP, TH–1F, TH–1L, UH–1A, 

UH–1B without STC No. SR00026DE 

installed, and Model UH–1E, UH–1F, UH–1L, 

and UH–1P helicopters must be replaced 

with self-locking nut part number (P/N) 

NAS9926–7L at the upper left-hand (LH) 

attach point and self-locking nut P/N 

NAS9926–6L at the other three attach points. 

(v) Inspect each of the four tail boom attach

bolts for movement by either applying the 

required installation torque in the tightening 

direction only, or by inspecting for torque 

stripe misalignment if present and attempting 

to rotate the bolt by hand. If a bolt is undertorqued, a torque stripe is misaligned, or a 

bolt moves, before further flight, remove the 

bolt and self-locking nut from service and 

replace with a new bolt and new self-locking 

nut. Self-locking nuts on Model HH–1K, 

SW204, SW204HP, TH–1F, TH–1L, UH–1A, 

UH–1B without STC No. SR00026DE 

installed, UH–1E, UH–1F, UH–1L, and UH– 

1P helicopters must be replaced with selflocking nut P/N NAS9926–7L at the upper 

LH attach point and self-locking nut P/N 

NAS9926–6L at the other three attach points. 

(vi) After the first flight following any bolt

replacement as required by paragraph (g)(iv) 

or (v) of this AD, retorque any replaced bolt 

by applying torque in accordance with the 

existing maintenance instructions for your 

helicopter in the tightening direction only 

and then apply a torque stripe on the bolt 

head. 

(3) For Model HH–1K, TH–1F, TH–1L,

UH–1A, UH–1B without STC No. SR00026DE 

installed, UH–1E, UH–1F, UH–1L, and UH– 

1P helicopters and Southwest Florida 

Aviation International, Inc. Model SW204 

and SW204HP helicopters, at intervals not to 

exceed 25 hours TIS, perform the actions 

required by paragraphs (g)(2)(i) through (vi) 

of this AD, except you are only required to 

perform the actions on the upper LH tail 

boom attach structure including the bolt. 

(4) For Model HH–1K, TH–1F, TH–1L,

UH–1A, UH–1B without STC No. SR00026DE 

installed, UH–1E, UH–1F, UH–1L, and UH– 

1P helicopters and Southwest Florida 

Aviation International, Inc. Model SW204 

and SW204HP helicopters, at intervals not to 

exceed 100 hours TIS, perform the actions 

required by paragraphs (g)(2)(i) through (vi) 

of this AD at all four tail boom attach points. 

(5) For Model UH–1H helicopters and

Southwest Florida Aviation International, 

Inc. Model SW205 helicopters, at intervals 

not to exceed 150 hours TIS, perform the 

actions required by paragraphs (g)(2)(i) 

through (vi) of this AD on all four tail boom 

attach points. 

(h) Special Flight Permit

Special flight permits are prohibited.

(i) Alternative Methods of Compliance

(AMOCs)

(1) The Manager, Denver ACO Branch,

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. In accordance with 

14 CFR 39.19, send your request to your 

principal inspector or local Flight Standards 

District Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

the person identified in paragraph (j) of this 

AD. 

(2) Before using any approved AMOC,

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(j) Related Information

For more information about this AD,

contact Richard R. Thomas, Aerospace 

Engineer, Denver ACO Branch, Compliance & 

Airworthiness Division, FAA, 26805 East 

68th Ave., Room 214, Denver, CO 80249; 

phone: (303) 342–1080; fax: (303) 342–1088; 

email: 9-Denver-Aircraft-Cert@faa.gov. 

Issued on July 18, 2021. 

Ross Landes, 

Deputy Director for Regulatory Operations, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2021–15721 Filed 7–23–21; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2020–1100; Airspace 

Docket No. 20–AGL–1] 

RIN 2120–AA66 

Amendment of V–9, V–63, V–100, V– 

158, V–171, and T–325; and Revocation 

of V–127 in the Vicinity of Rockford, IL 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends VHF 

Omnidirectional Range (VOR) Federal 

airways V–9, V–63, V–100, V–158, and 

V–171; amends Area Navigation (RNAV) 

route T–325; and removes VOR Federal 

airway V–127 in the vicinity of 

Rockford, IL. The air traffic service 

(ATS) route modifications are necessary 

due to the planned decommissioning of 

the VOR portion of the Rockford, IL, 

VOR/Distance Measuring Equipment 

(VOR/DME) navigational aid (NAVAID). 

Except for RNAV route T–325, the 

Rockford VOR/DME NAVAID provides 

navigation guidance for portions of the 

affected routes listed above. The 

Rockford VOR is being decommissioned 

as part of the FAA’s VOR Minimum 

Operational Network (MON) program. 

DATES: Effective date 0901 UTC, October 

7, 2021. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order 7400.11 and publication of 

conforming amendments. 

ADDRESSES: FAA Order 7400.11E, 

Airspace Designations and Reporting 

Points, and subsequent amendments can 

be viewed online at https://

www.faa.gov/air_traffic/publications/. 

For further information, you can contact 

the Rules and Regulations Group, 

Federal Aviation Administration, 800 

Independence Avenue SW, Washington, 

DC 20591; telephone: (202) 267–8783. 

The Order is also available for 

inspection at the National Archives and 

Records Administration (NARA). For 

information on the availability of FAA 

Order 7400.11E at NARA, email: 

fedreg.legal@nara.gov or go to https:// 


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